Brake-rigging.



W. G. PRICE. BRAKE RIGGING. 'APPLIUATIQH FILED Nov. 9, 1907.

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BRAKE RIGGING.

AYBLIGATIQN FILED Nov.9.19o7.

PatentedAug. 16, 1910.

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UNITED sTATEs PATENT orrion.

WILLIAM Gr. PRICE,

0F NEW CASTLE, PENNSYLVANIA..

BRAKE-nieuwer.

Application filed November 9, 1907.

To all whom 'it may concern:

Be it known that I, IVILLIAM Gr. Prion, a resident of New Castle, in the county of Lawrence and State of PennsylvaniaJ have invented a new and useful Improvement in Brake-Rigging; and following to e a full, clear, and scription thereof.

My invention relates to brake-rigging.

The invention has reference in one particular to the manner ot securing the releasespring in position so as to keep it. out of the way of the swinging movement ol' the car-body which when the car was loaded was liable heretofore to shear or break it ofi.

A. further object of my invention is to provide for the support of the dead-lever in such a manner that it will not be affected by the up and down movement of the truckranie, thereby reducing the wear on -the arts and at the same time providing for the accurate adjustment of said lever so that the brake-shoes will be applied with full braking force.

In the accompanying drawing Figure 1 is a pla-n view of a truck with my improved brake mechanism applied thereto; Fig. 2 is a side view; and Figs. 3, 4 and 5 are details.

In the drawing the numeral 2 designates a suitable truck-frame supported on the wheels 3 mounted on the axles 4. The truckrame is provided with ay suitable bolster 5 connected to the side pieces G ot'. the frame in any suitable manner. The equalizer-bars 7 are arranged in pairs at opposite sides of the truck and said equaliacr-bars are supported by the journal boxes 8. The journal boxes 8 have the brackets 9 thereon to support the springs 10 upon which the truck frame rests for support'.

Bolted at 11 to the equalizer-bars are the brackets 12 and connected to the upper ends of said brackets are the hangers 18 which carry the brake-heads 14 to which the brakeshoes 15 are secured. The lug 1( extends up from the bracket 12 and secured to said lugr by the bolt 17 is the angle 18 having the exact deopening 19 formed therein.

The release-spring 20 is connected at oposite ends to the bolts 21 and 22. 'lhiinbles 23 with grooves 24 therein are secured with in the ends ot the spring 2()7 the spirals ot said spring engaging said grooves. The bolt 21 has the hook portion 25 which is adapted to engage the opening 19 in the angle 18. The bolt 22 is threaded as at 2G, and passes Specification of Letters Patent.

I'Ieretofore it has been customary Patented Aug. 16, 1910.

Serial No. 401,496.

through the lug 27 on the brake rod 28. The brake jaw 29 on the brake rod 80 is secured to the brake-equalizer 81, said brakeequalizer being secured to the brake-rod 28 by means of the bolt 32. The opposite end of the brake-rod 28 is connected to the upper end of the live-lever 33 by means of the bolt 34. The release-spring 20 acts normally to pull the brake-rod 28 and live-lever 83 in the direction of the truck-bolster so as to hold the brakes in their release position. to attach the release-springs to the truck-trame, as for instance to the transom 35. In this position, however, the release-spring with its point of attachment was in the path of the swinging movement of the side bearing plate 36, shown in dotted lines in Fig. 2, of the car-body and where the car was heavily loaded was liable to be shcared or broken o by the swinging movement of the ear-body. By attaching the spring bolt- 21 to the angle with the brakehanger bracket the releasespring is entirely clear of the side bearing plate and is in no anger of being broken or injured thereby. The release-spring is carried at one end by the equalizer-bars and consequently at this end is entirely indeiendent of the truck-frame.

rl`he bottom brake-rod 87 is connected to the lower end ot the live-lever 35 and at its opposite end to the lower end of the deadlever 38. The rod 37 is provided with openings 39 to provide for the adjustability o said rod. rlhe brackets 40 are secured to the equalizer-bars 7 and hangers 41 suspende from said brackets carry brake-heads 42 with the brake-shoes 48. The bolt 44 connects the hanger 41 to the bracket 40 and the sa me bolt secures in place the Ushaped link 45. A spring 46 surrounds the bolt 44 and is held in place by the nut 47. The U-shaped link 45 is provided with the openings which are staggered to provide or the more accurate adjustment of the dead-lever 38 rIhe dead-lever 38 is pivotcd to the link 45 by means of the pin 49. In this manner the dead-lever is heldin position within the link 45 and as the dead-lever is carried by the equalizer-b ars it partakes of no vertical movement when the truck is moving. Heretotore it has been customary to have the deadlever bear against the transom of the truckframe an as or oscillating movement when there was almost a constant rubbing or the truck-frame has vertica 1n motion sawing action between the lever and truck-frame which caused very severe Wear, especially as when the brake is applied the lever and tran- 4som Were pressed together with great force, causing the rapid Wearing away of the metal. By securing the dead-lever Within the link in the above manner I obviate all this Wear and tear on the metal and at the same time provide for the accurate adjustment of the dead-lever.

By my construction the brake-rigging is entirely independent of the truck-frame and in this Way the vibration caused by the brake-shoe pressing on the wheel is eliminated, which passes up With the truck-frame and thus to the ear when the dead-lever is pressing hard against the transom.

What I claim is:

l. In bral-:e-mechanism, the combination of a truck-frame, equalizer-bars, a releasespring connected at one end to the brakerigging and at its opposite end supported by said equalizer-bars.

2. In brake-mechanism, the combination of a truck-frame, equalizer-bars, a releasespring connected at one end to the brake-rod and at its opposite end supported by said equalizer-bars.

3. In brake-mechanism, the combination of a truck-frame, equalizer-bars, a releasespring, connections between said releasesprillg and the bral-:e-rigging, and connec-.

tions between 4said release-spring and the equalizer-bars;

4. In brake-mechanism, the combination of a truck-frame7 equalizer-bars, a releasespring, a bracket on said equalizer-bars, connections between said release-spring and said bracket and between said release-spring and the brake-rigging.

5. In brake-mechanism, the combination of a truck-frame, equalizer-bars, a bracket on said equalizer-bars, a link on said braeket,

a dead-lever in said link, and means forsecuring said lever to said link.

9. In brake-mechanism, the combination oi the truck-frame, equalizer-bars7 a bracket on said equalizer-bars, a U-shaped link on said bracket a. dead-lever in said link, and means for securing said lever therein.

10. In brake-mechanism, the combination of the truck-frame, equalizer-bars7 a b 1acket on said equalizer-bars, a U-shaped link on said bracket having apertures therein, a dead-lever, and a pin passing through said lever and said openings.

11. In brake-mechanism, the combination of the truck-frame, equalizer-bars, a bracket on said equalizer-bars, a. U-shaped link on said bracket having staggered apertures therein, a dead-lever, and a. pin passing through said lever and said openings.

In testimony whereof, I the said W'iLLiAM G. Parole have hereunto set my hand.

IVILLIAM G. PRICE.

I'Vitnesses z Ronnn'r C. To'rTEN, J. It. KELLER. 

